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Part A CHAP 8 FEB 2016 > Chap 8.2 GROUND HANDLING > Flashcards

Chap 8.2 GROUND HANDLING Flashcards

1
Q

252- What is Standard Policy for the Use of APU?

(8.2.1.1)

A
  • Start APU NO Earlier than 15 Min. Before Departure
  • Shutdown APU within 5 Min. of Arrival.
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2
Q

253- What are the Exceptions to the Standard Use of the APU Policy?

(8.2.1.1)

A
  • FGPU/GPU Not Available
  • Hazardous Local Weather conditions
  • Average Cabin Temperature ≥ 26°C
  • Average Cabin Temperature ≤ 14°C
  • PCA is not available and Turnaround < 70 Min

* In this case, APU use is permitted if the Cabin Temp

Is Going Exceed the Limits mentioned Above

  • The Port Page states Alternative Procedures.
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3
Q

254- Should a Problem using APU or Ground GPU/PCA,

How shall it be Reported?

(8.2.1.1)

A

Via CAR to Line OPS.

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4
Q

255- When can the Doors be Operated under KA Rules?

(8.2.1.2)

A

Doors can be Open/Close Only when:

Connected to a Ground Equipment

(i.e. Stairs, Trucks, Aerobridges, etc.)

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5
Q

256- What is the Door Opening Policy for KA?

(8.2.1.2)

A
  • Under Normal Circumstances:

* Doors are to be Opened from Outside by

Trained Personnel

  • Under Abnormal Circumstances or Emergency:

* Doors can be Opened from Inside the Cabin.

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6
Q

257- What are the Restrictions Appling to Door Opening from Inside the Cabin?

(8.2.1.2)

A

Door can ONLY be Open from Inside in Case Of:

- Abnormal or Emergency Situations Including:

* Diversion to Port where Ground Support is

Non Standard.

* The Captain will then Authorize the Crew to Open

the Doors

* Where Ground Staff will Not Open the Doors from

Outside (For Whatever Reasons)

- Maintenance Activities:

* In this case a Qualified Engineer will Open the

Doors from the Inside.

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7
Q

258- What is the KA Policy for Closing Doors?

(8.2.1.2)

A

- Doors can be Closed from Outside or Inside by Trained

Staff (See Questions 256 & 257)

  • Once Closed if the Need to be Reopened arise:

* FA1 or Ground Staff must Inform the Commander

* The ground engineer has confirmed to the cockpit that:

+ All Ground Support Equipment are In Place

+ It’s Safe to Reopen the Doors.

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8
Q

259- What to do in case of Risk of Water Ingress during Inclement Weather?

(8.2.1.2)

A
  • The Door must be Monitored and Kept Closed as much

as possible

  • The procedure can be found in volume 7.4.3

Please Note:

The Engineer Decision to Close the Doors (to Prevent Water Ingress) Takes Priority over Commercial Requirements.

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9
Q

260- When can the Pax. Boarding Start according to the Hot Cabin Policy for KA?

(8.2.1.3)

A
  • The boarding might start if the Average Cabin

Temperature is ≤ 28°C

* Higher Temp might be consider if there are no

other solutions immediately available

  • If the Temperature Cannot be obtained the use of APU is

Recommended.

  • The Ground Engineer is Responsible for this Procedure
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10
Q

261- What Actions must be taken in Case of an APU Early Start?

(8.2.1.3)

A

The reasons for Early Start of the APU (before 15 Min of ETD) shall be entered in the AML as:

A ‘TI’ Entry and the Signoff Engineer shall:

  • Annotate the cause of Early Start of the APU
  • Annotate the Corrective Action Taken
  • Enter ATA Code ‘9990’ for ULTRAMAIN tracking

Please Note:

For Flights to an Unmanned Port,

Make this Entry on the Return Sector to Hong Kong.

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11
Q

262- What to do if the External Condition Air Unit is Not Performing to Maintain the Cabin Temp. ≤ 28°C During Transit?

(8.2.1.3)

A
  • Start the APU
  • Feedback OPS with Flight Details and Bay Number
  • Look at Port Pages for AML Entry and other Scenarios.
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12
Q

263- What are the General Precautions Before Re-Fuelling?

(8.2.2.1)

A
  • Engine Ignition, Weather Radar & HF must be OFF
  • Electrical Circuits in the Tanks Area must Not be

Switched ON or OFF

  • For the Use of the APU refer to the Limitation Section.
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13
Q

264- What are the Requirements for the Refuelling Safety Zone?

(8.2.2.1)

A

No Portable Electronics within a 6 Meters Zone from:

  • The Refuelling Point
  • Tank Vents
  • Refuelling Equipment.
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14
Q

265- If an Aircraft is Equipped with a Trim Tank Are they Any Precautions to be Taken during Refuelling?

(8.2.2.1)

A
  • During Refuel
  • > No Fuel in the Trim Tank until the Wings are Full
  • During Defuel
  • > No Defuel of the Wings until the Trim Tank is Empty.
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15
Q

266- What are the Immediate Actions to be Taken in case of Fuel Spillage?

(8.2.2.1)

A

- Immediately Inform:

* The Refueler and Eventually Stopped Refuelling

* Airport authority / Fire Services and Engineering

  • The Commander / Representative will Decide if:

* The Boarding need to be Stopped / Delay / Offloaded

+ If the Boarding Continues the Passengers must

be Kept as Far as Possible from the Fuel spillage.

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16
Q

267- What are the Refuelling Requirement regarding Paperwork and Outside Check?

(8.2.2.1)

A
  • The Capt. signed the ‘Refuel Record Form’
  • Any Crew can sign the ‘Fuel Delivery Sheet’
  • Before Refuel the Bowser is Earth and Zeroed
  • After Refuel the Cap and Refuelling Panel are

properly Closed.

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17
Q

268- What are (3) the requirements for the Refuel Record Form?

(8.2.2.1)

A
  • It must be Complete for Each Flight
  • The White Copy is for the Aircraft
  • The Blue Copy goes to the Station.
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18
Q

269- What is the Maximum Discrepancy between Fuel Uplift and Fuel in Tanks?

(8.2.2.1)

PRO-NOR-SOP-07 p2

A

Above 400 Kg of Discrepancy refer to Table:

  • FCOM/ PRO-NOR-SOP-07 P 2

STANDARD OPERATING PROCEDURES

(Before Pushback or Start)

(MCDU PERF TO)

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19
Q

270- When the Refuelling is Completed,

What the PM/PF shall do?

(8.2.2.1)

A
  • Cross-check the TOTAL DEPARTURE FUEL Shown on the

Refuel Record Form Against the ECAM FOB

  • Verify the Fuel Distribution displayed on the ECAM

Agrees with the Distribution Entered on the Refuel Record

Form

  • The Fuel Distribution Table on the back of the Normal

Checklist is used to check for gross errors in distribution

* Tank Capacities Vary by ~ 1.3% per 0.01 Change

in SG from 0.785 Kg/L.

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20
Q

271- When is it Necessary to do a “Stick Check” about the Fuel Qty in the Tank?

(8.2.2.1)

A

Only when the FQI is Completely U/S

* As the Stick Check is Far from Being Accurate.

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21
Q

272- What is a Fuel Quality Check?

(8.2.2.2)

A
  • At Stations where a CX/KA Engineer carries out

Refuelling, it is Sufficient to Ask the Engineer if “Fuel

Check OK”

  • If a Pilot Supervises the Refuelling, he must Ensure that

the Fuel Quality is Good by using the Onboard Fuel

Sampling Kit or by making Use of Local Facilities.

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22
Q

273- When to make a Fuel Quality Check?

(8.2.2.2)

A
  • It shall be Carried Out After 1000 Litres have been

Delivered.

  • If Less Fuel is Required, the Quality Check shall be

Carried Out Upon Completion of Refuelling.

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23
Q

274- When shall we Check the Fuel Quality if it comes from a Fuel Tanker or a Hydrant Refuelling System?

(8.2.2.2)

A
  • Fuel Quality Checks related to Fuel Tankers and/or

Hydrant Dispensers are the Responsibility of the Refueler

and need NOT to be Checked by the Crew.

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24
Q

275- For JET A1, what SG can we expect?

(8.2.2.2)

A

SG should be in the Range Of:

  • 0.78 (in the Summer) and 0.81 (in the Winter).
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25
Q

276- What is the Cabin Configuration for Refuelling with Passengers On-Board?

(8.2.2.3)

A
  • No Smoking ON, Seatbelts OFF, Emergency Lights ARM
  • 1 Mandatory Crew in the Flight Deck
  • FA1 informed with the Start of the Refuelling Verbally
  • FA1 informed with the End of the Refuelling by

Switching the Seatbelts Signs ON.

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26
Q

277- What are the Doors Configuration during Refuelling?

(8.2.2.3)

A
  • 2 Doors must be Open at All-Time with 1 Primary

Cabin Crew per Door

  • Open Doors are Connected to Steps or Aerobridge

and Clear of Obstructions during the Refuelling

  • L1/L2 will be preferred or Rear Left Hand Door
  • If Only 1 Door Connected to Steps:

* The 2nd Door must be in Manual/Disarm as Applicable.

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27
Q

278- What are the Restrictions / Precautions related to Refuelling Activities regarding:

Fuel Spill, Number of Crew Onboard, Overwing Refuelling, Defuelling?

(8.2.2.3)

A
  • In case of Fuel Spill or Else, Aerobridges or Steps should

be Preferred to Escape Slides

  • If there is No Crew in the Flight Deck:

* Absolutely No Fuel Activity such as Fuelling, Engine

Run, Maintenance of Fuel System, Etc, should take

place with Passengers On-Board

  • Overwing Refuelling is Prohibited
  • Defuelling is Strictly Prohibited with Passengers:

Embarking / Disembarking / On-board.

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28
Q

279- When can some ‘Defueled Fuel’ be Uplifted?

(8.2.2.4)

A
  • ‘Defueled Fuel’ from CX/KA/AHK Aircrafts that has been

in Tanker for Less than 24 hours

  • A Water Contamination Check is Performed
  • If the Fuel has been Returned to the Fuel Farm:

It will be Considered as Contaminated.

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29
Q

280- What are the Precautions to be Taken with a Mixture of Wide-Cut Kerosene Fuel?

(8.2.2.5)

A
  • An Antistatic Additive must be used to Minimize the Risk

of Electrostatic Discharge in the Tank

  • If Any Doubts contact CX Engineering via IOC.
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30
Q

281- What shall be done if Weather at Destination is Mediocre and De/Anti-Icing is Not Available?

(8.2.3.2)

A
  • Contact IOC that will Decide if the Commercial Risk

is Acceptable.

  • The Aim always being to Bring Pax to their Destinations.
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31
Q

282- Where to find the Wind-Chill Temperatures Charts for Outdoor Activities?

(8.2.3.4)

A

Ground handling

(De-icing and Anti-Icing)

(Outdoor Activity: Protection at Very Low Temperatures)

8.2.3.4

32
Q

283- What are the (4) Conditions that can be Conductive to Icing / Contamination of the Aircraft’s Surfaces?

(8.2.3.5)

A
  • Clear Ice or Failed Anti-Icing
  • Taxi / Ramp Operation Contaminated by

Water / Slush / Snow

  • Warm Aircraft exposed to Frozen Precipitations
  • Frost Point (FP) Higher than the Due Point (DP)

IE: DP 0°C -20°C -40°C

FP 0°C -18°C -36.8°C.

33
Q

284- In which case De/Anti-Icing Procedures may be Ineffective?

(8.2.3.5)

A
  • When there is Freezing Rain, Freezing Drizzle, Heavy

Snow

OR

  • Any combination where High Water Content is present in

Freezing Precipitation.

34
Q

285- With what Kind of Contaminations TakeOff is Allowed?

(8.2.3.5)

A
  • With Light Frost up to 3 mm Thickness on Lower Wings

due to Cold Fuel

AND

  • All Leading Edges / Control Surfaces and Upper-Wings

are Clear of Any Contaminations.

35
Q

286- What Kind of Contaminations are Allowed on the Upper Surface of the Fuselage?

(8.2.3.5)

A

Hoarfrost is OK if All Vents & Ports are Clear

Please Note:

Hoarfrost is a fine texture where marking can be seen underneath.

36
Q

287- What is the Particularity of Ice Ridges?

(8.2.3.5)

A

Lower Wing surface Ice Ridges of Any Size are:

  • Not Acceptable.
37
Q

287- What is the Particularity of Ice Ridges?

(8.2.3.5)

A

Lower Wing surface Ice Ridges of Any Size are:

  • Not Acceptable.
38
Q

288- What are the Dangers associated to Water Rundown?

(8.2.3.5)

A

It may result from Snow Removal

  • If it Refreeze Forward a Static Port it Might cause

Erroneous Static Readings.

39
Q

289- How Clear Ice is mainly Formed and How to check it?

(8.2.3.5)

A
  • Frequently cause by Cold Soak Fuel in the Tank
  • The Best Way to Check It is to Request a Ladder and

check both Upper and Lower Wing’s Surfaces by Hand.

40
Q

290- What are the Precautions to be taken with Cold Dry Snow?

(8.2.3.5)

A
  • If the Snow is Not Sticking to the Surfaces:

* It’s Better Not to Use De-Icing

  • If any Accumulation is Detected or the Fuel is

Warmer than the Wing’s Skin:

* It’s Mandatory to Apply De-Icing.

41
Q

291-During Cold-weather Operations, What are the Requirements for the APU Flap?

(8.2.3.5)

A

It must be Free of:

  • Any Impacts of Ice or Snow prior to start.
42
Q

292- What are the Differences Between De/Anti-icing Fluids’ Types?

(8.2.3.6)

A
  • Type I High Glycol, Low Viscosity, Better for De-icing

Short HOT / Orange colour

  • Type II 50% Glycol / Medium Viscosity / For De/Anti-

Icing / Medium HOT / Pale Straw Colour

  • Type III Forbidden to use by KA
  • Type IV Modified Type II with longer HOT.
43
Q

293- In the De/Anti-Icing Fluid, What are the Effect of Fluid Concentration?

(8.2.3.6)

A

The More Concentrates it is (up to 100%) the Lowest is the Freezing Point

  • Concentration Goes Up = Freezing Point Goes Down.
44
Q

294- In the De/Anti-Icing Fluid, What are the Effect of Freezing Point?

(8.2.3.6)

A

It is Function of Glycol % to which a Temperature Buffer is added for Diverse Environmental Changes.

45
Q

295- In the De/Anti-Icing Fluid, What are the Effect of Lowest Operation Used Temperature (LOUT)?

(8.2.3.6)

A
  • It is the Lowest Temp. at which we Can Use the Product

OR

  • Sum of Actual Freezing Point + Freezing Buffer.
46
Q

296- In the De/Anti-Icing Fluid, What are the Effect of Viscosity?

(8.2.3.6)

A

If the Temperature Decrease -> Viscosity Increase

  • The amount of Sheared-Off Fluids from the Aircraft

depends on:

* The Speed Reached during TakeOff and the Time

Taken to Reach Such Speed.

47
Q

296- In the De/Anti-Icing Fluid, What are the Effect of Viscosity?

(8.2.3.6)

A

If the Temperature Decrease -> Viscosity Increase

  • The amount of Sheared-Off Fluids from the Aircraft

depends on:

* The Speed Reached during TakeOff and the Time

Taken to Reach Such Speed.

48
Q

297- What are the Necessary Steps during Cockpit Preparation for the De-icing Procedure?

(8.2.3.6)

A
  • De-icing at Bay or Remote Bay?
  • Type and Method of De-icing (I, II, IV & 1 or 2 Steps)?
  • Obtain ACARS Depending on Latest ATIS
  • Use HOT Tables
  • P/A to Inform of the Procedure if Passengers On Board.
49
Q

298- How the Ground Crew shall Apply De/Anti-icing on the Aircraft, Where does it Start, in Which Configuration? (8.2.3.6)

A
  • The Aircraft must be Treated Symmetrically
  • The procedure shall Start by the Wings

With Slats / Flaps Retracted.

50
Q

299- In case of an External Inspection what part of the Aircraft Must be Checked?

(8.2.3.6)

A

If an External Inspection is Required After Treatment:

  • Inspecting the Wings will be Enough.
51
Q

300- What Precautions should be Taken in case of Repeated Applications of Type II or Type IV?

(8.2.3.6)

A

Before Repeating the application of type II or Type IV:

  • The application of Type I or Hot Water is Recommended
  • This will remove any Residue of any Previous

Applications.

52
Q

301- What is specific about a Single Time HOT?

(8.2.3.7)

A

No Adjustments are Necessary for Precipitations Rate.

53
Q

302- Can the HOT Table be Trusted to the Letter?

(8.2.3.7)

A

No…

They are only a Guideline on the Protection Time

Allocated to the Product Used.

54
Q

303- What to do if Specific Fluid Data Tables are Not Available?

(8.2.3.7)

A

Generic Tables can be used for:

Type I, II and IV.

55
Q

304- What are the Conditions Not Covered by the HOT Tables?

(8.2.3.7)

A

HOT Tables are Not Assessed for:

FZRA, +FZRA, Hail or Heavy Snow.

56
Q

305- What are the Differences Between Low and High Values in the HOT Range?

(8.2.3.7)

A

A Higher value covers Light Precipitations

A Lower value covers Moderate Precipitations

Please Note:

No Information given in case of Heavy Precipitations.

57
Q

306- What is the Risk Associated to Engine/APU De-icing Fluid Ingestion?

(8.2.3.7)

A

It may Damage the Engine / APU (Corrosive) and Contaminates the Pneumatic System (Smell).

58
Q

307- Can an Aircraft who has just been Anti-Iced be Anti-Iced Again Straight Away?

(8.2.3.7)

A

It Cannot be done under any circumstances!

It must be De-iced again 1st.

59
Q

308- Can we Extend the HOT if the Weather Gets Better?

(8.2.3.7)

A

NO, the HOT Cannot be changed

  • If the Weather is Improving -> The Original HOT Retains
  • If the Weather is Worsening -> A New HOT shall be

Established.

60
Q

309- What is the Commander Allowed to Do Regarding De/Anti-Icing Paperwork?

(8.2.3.8)

A

The commander is allowed to:

  • Complete the De/Anti-icing Field if No Qualified Engineer

is in the Cockpit after the Procedure is Completed.

61
Q

310- What Kind of Inspection is Required after Anti-icing is Applied with i.e. a HOT of 30’ to 55’?

(8.2.3.9)

A
  • < 30’ No inspection Required
  • 30’ to 55’ Internal Pre-TakeOff Contamination

Inspection (Visually From the Cabin)

  • > 55’ External Pre-TakeOff Contamination

Inspection with a Mandatory TakeOff within the

5 Min. Following the Inspection

  • If the latter is Not possible Go Back to the De-icing

Stand.

62
Q

311- What are the Factors that can Reduce the HOT (Worsen)?

(8.2.3.10)

A
  • Heavy Weather Conditions, Precipitations or High

Moisture

  • High Winds or Jet Blasts
  • Skin Temperature of the Aircraft Below the Outside Air

Temperature.

63
Q

312- How to Define Snowfall Intensity Based on Visibility and What are the Specific’s Conditions of Use?

(8.2.3.10)

A

It can be Defined by Using:

  • Table 5: Ground Handling

(Holdover Time (Hot) Tables) 8.2.3.10

  • It’s to be Used with HOT Tables
  • RVR Cannot be Used in this Case.
64
Q

313- What is the Best Use of Type IV Fluid Regarding the Weather Conditions?

(8.2.3.10)

A

Type IV Fluid will be Best Used for:

  • Ice Pellet and Small Hail Type of Precipitations.
65
Q

314- What is the Allowance of Type IV if the Weather Stops and does Not Restart?

(8.2.3.10)

A

It’s 90 Minutes after the Start of Application if:

  • OAT Remains Constant or Increase Under Specific

Conditions

  • Check for Tables: Ground Handling

(Holdover Time (Hot) Tables) 8.2.3.10

66
Q

315- What Restrictions Exists for Flying into Icing Conditions?

(8.2.3.11)

A
  • The Severe Icing Area should be Avoided
  • The Aircraft shall Not Proceed to an Area Where Icing

Conditions may affect the Safety of the Flight.

67
Q

316- What are the Icing Weather Conditions Where TakeOff and Landing are Allowed or Prohibited?

(8.2.3.11)

A
  • T/O & LDG OK with –FZRA / -FZDZ
  • T/O & LDG NOT OK if:

* FZRA / FZDZ & +FZRA / +FZDZ

* GS (Snow Pellet) / -GR (Small Hail)

Also called Graupel (Diameter < 5mm, GS)

* PL / +PL (Moderate to Heavy Ice Pellet)

* If Mixed with Other Precipitation known as Sleet

(PE, PL, IP, SLT)

Ground Handling

(De-Icing & Anti-Icing)

(Operation in Moderate or Heavy Freezing Precipitation)

8.2.3.11 p133

68
Q

317- What are the (3) Weather Conditions considered as Obstructions, Not Precipitations?

(8.2.3.11)

A
  • Mist (BR)
  • Fog (FG)
  • Freezing Fog (FZFG).
69
Q

318- Can the Commander make a Decision Independently of the ATIS or Other Weather Report?

(8.2.3.11)

A
  • A Real-Time Pilot’s Observation has Priority on the

Weather Report

  • The Pilot Can Go / No-Go if he thinks the Weather is

Different from the Weather Report.

70
Q

319- What are the Requirements for an Engine Run with Passengers On Board?

(8.2.4.2)

A
  • The Capt. must Monitor the Run from Start to End
  • He can be in a his Seat or Not (Monitor from the Back)
  • He is Fully Responsible for the Order of An Evacuation

IF Necessary.

  • All Other Duties shall be Differed Until the End of the

Engine Run.

71
Q

320- What are the Requirements for High Visibility Over Vest?

(8.2.4.2)

A
  • 3 must be Present in the Cockpit
  • The CAR must be Annotate if One is Missing.
  • It’s Mandatory for All Crew with Duty Outside of the

Aircraft.

72
Q

321- Can DragonAir Refuse Carriage to Passengers?

If so, Under which Conditions?

(8.2.5.1)

A
  • Yes, if per his Behaviour or Condition the Passenger will

be a Safety Issue (i.e. Sick)

  • Yes, to Prevent Any Violation to the Laws of Any States

to be Flown to (i.e. Passport).

73
Q

322- Up to How Many Weeks a Pregnant Woman can Travel?

(8.2.5.1)

A
  • 36 Weeks
  • If any Doubts Contact a Company Approved Doctor.
74
Q

323- What Kind of Passengers the Commander can Offload?

(8.2.5.1)

A
  • If he Thinks the Passenger is Under the Influence of

Drugs / Alcohol

Please Note:

* No employees Should be a Witness, Statements must be

Obtained from Independent Witnesses

(i.e. Other Passengers)

* En-Route the Passenger is Causing Safety Hazard Due

to his Behaviours.

75
Q

324- What Paper is Required from Some Passenger to Fly Under Exceptional Conditions?

(8.2.5.1)

A

A Form of Indemnity that will be Handed to the FA1.

76
Q

325- What are the Restrictions for the Transport of an “Ailing” Passenger?

(8.2.5.2)

A

The commander must be Provided with a “MEDA” Telex.

77
Q

326- What is the Average Time Recommended in Case of Technical Delays Before Starting to Board Passengers?

(8.2.5.3)

A

The Recommended Time is around:

  • 30 minutes before ETD of the Aircraft being actually

Ready to Push.

Part A CHAP 8 FEB 2016 (9 decks)

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